Car-seat.



PATENTED DEG. 27,1904.

E. G. BUDD. CAR SEAT. APPLICATION FILED APR. 22, 1904.

4 SHEETS-SHEET 1.

ATTORNEY.

PATENTED DEC. 27, 1904.

E. G. BUDD= CAR SEAT.

APPLIGATION FILED APR.22,1904.

4 SHEETS-SHEET 2 INVENTOH 81%. A4 4.

A TT'ORIIEY.

PATENTED DEC. 27, 1904.

E. G. BUDD.

CAR SEAT.

APPLICATION FILED APR. 22, 1904 4 SHEETS-SHBET 3.

II-nnab A TTORIIEY.

PATENTED DEC. 27, 1904.

E. G. BUDD. CAR SEAT.

' APPLIGATION FILED APILZZ. 1904.

4 SHEETS-SHEET 4.

'nwmro/l 4 T TOR/YE Y.

ZZSSE J W UNITED STATES Patented December 27, 1904.

PATENT OFFICE.

EDIVARD G. BUDD, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO THE HALE AND KILBURN. MANUFACTURING COMPANY, A CORPO- RATION OF PENNSYLVANIA.

GAR-SEAT.

SPECIFICATION forming part of LettersflPatent No. 778,219, dated December 27, 1904:.

' s Application filed April 22, 1904. Serial No. 204,324.

To all whom it may concern:

Beit known thatLEDWARD G. BUDD, of the city and county of Philadelphia, State of Pennsylvania, have invented an Improvement in Car-Seats,of which the following is a specification.

My invention has reference to car-seats; and it consists of certain improvements which are fully set forth in the following specification and shown inthe accompanying drawings,

which form a part thereof. I i

The object of'my invention is to construct a railway car-seat framework entirely of metal, whereby it is strong, light in weight, and fireproof.

In carrying out my invention I form the framework of sheet metal in sections and secure them by bolts or rivets and so shape the several parts that great strength coupled with lightness are secured; and my invention consists of various features of construction, which will be better understood by reference to the accompanying drawings, in which Figure 1 is an end elevation of a car-seat embodying my invention. Fig. 2 is a front elevation of same- Fig. 3 is a cross-section at the corner on line 3 3 of Fig. 2. Figs. 4

and 5 are elevations of one of the locks for holding the back-cushions in place. Fig. 6 is a perspective view of one of the oblique supporting-rails for the seat-cushions. .Fig. 7 is a perspective view of one of the brace and lock bars. Fig. 8 is a sectional elevation on line 8 8 of Fig. 1. Fig. 9 is a perspective view of the band-rail. Figs. 10 to 13 are elevations of stirrups for the supporting-rails of Fig. 6. Fig.14 is a perspective view of the top rail and supportingcasting.- Fig. 15 is a vertical section on line 15 15 of Fig. 1. Fig. 16 is a cross-section on line 16 16 of Fig. 2. Fig. 17 is a cross-section on line 17 17 of Fig. 1, and Fig. 18 is a perspective View of the sheet-metal structure from the inside with a portion broken away. I

A is the base-plate of the end frame, and I I are the front plates extending from the Wall to the aisle end of the seat. One end of these plates I is secured to the wall of the car by ,of special form to give strength and good appearance.

Frame D is shaped as shown in Figs. 9 and 15, having the channel form with the upper and lower beaded flanges CZ, the lower one be- 'ing of greater width than the upper one.

This frame D is of the full length of the baseplate A and rests upon its upper flange and to which it is bolted at a. Secured to the middle of the frame D at c is the top plate C, which is slightly triangular in appearance and has the side flanges G. The upper end of this top plate C is connected with a top rail H, of sheet metal, by a corner-casting G. The ends of this casting are so formed that the lower end receives and shields the top of the plate G, and the upper lateral end is provided with an extension which is received in the top rail, as shown in Figs. 2 and 15. The other end of the top rail H is secured to a bracket H, which is screwed to the wall of the car. The frame D upon each side of'the top plate G is provided with an inclined seatrail J, which is secured in position by brackets J riveted to the rail J at their tops and to the lowerflange d of the frame D at their bottoms, as shown in Figs. 1 and 15. These rails J are wider than the upper flange d of the frame D, so as to project laterally and act as a support for the seat-cushion K, Fig. 8.

The inner ends of these rails are provided.

with angle-irons J, which act as stops to limit the backward movement of the seatcushions. The front frames D are also channel-shaped, as shown in Fig. 16; but the top flange is stepped, as at d, to form a support Fig. 2.

F represents the arm-rests and are curved, as indicated in Fig. 1. They consist of slotted tubular metal, preferably of brass, the slot coming upon the under side and receiving the two triangular plates E E, which are outwardly flanged at the top at c to correspond to the curvature of the arm-rests and adapted to fit inside of the lower free edges thereof. These plates E E are kept at proper distances apart by spacing-studs E, which have small ends fitting through apertures in said plates, which may simply rest in said apertures or be riveted therein, as desired. The lower edges of these plates E E are flanged toward each other, as at E, and bolts E extend through said flanges and the upper flange (l of the frame D, as clearly shown in Fig. 8. These plates E E are also bolted to the flanges C of the top plate 0. The top plate is braced to the wall of the car by angle-bars M, riveted at one end to the top plate and screwed to the Wall of the car at the other end, and said angle-bars present a lower edge under which the hooks in on the seat-back cushions engage to prevent the upper portion of seatback cushions falling outward. The lower part of said cushions rests upon an angle iron or bar Z, as indicated in dotted lines in Fig. 1, said bar being riveted at the aisle end to the flange C of the top plate and at the other end to an angle-iron G which is screwed against the wall R of the car and forms a support for the wall end of the seat-back, as indicated in dotted lines in Fig. 2.

L represents locking devices which are connected to the transverse bar Z by rivets L, extending through vertical slots L in the loekin g device L. The upper end of this locking device is hooked and is adapted to catch over the lower part of the frame of the seatback cushion K. These locking devices operate by gravity and may be raised to release the seat-back by first drawing the seat K forward and then inserting the hand to lift them. Ordinarily two such locking devices would be employed; but this is not essential. The upper parts of the cushions K fit snugly under the corner-casting Gr and under the lower part of the top rail H, as indicatC in Figs. 1 and 2.

If desired, the frames A, D, E, and Cmay have a layer of stiff paper or other fibrous material interposed between their joints to remay be of any of the well-known constructions now in use, the seat-back cushions being provided with the locking devices or hooks to retain them in position.

It is evident that in cars the end seats are backed against the transverse divisions of the ear-body, and consequently there are in those cases no seats back to back, as illustrated in Fig. 1; but my invention is equally applicable to these end seats, since it is equivalent to simply omitting one-half of the structure or approximately one-half, (shown in Fig. 1,) and I therefore wish it to be understood that my invention is equally applicable to single or double seats, as may be required in the equipment of the car.

While I have described my invention in the form which I have found to be the most practical embodiment, I do not limit myself to the minor details of construction, as these may he modified in various ways without departing from the spirit of the invention.

Having now described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In a sheet-metal car-seat, the end structure consisting of the combination of a baseplate, a channel-frame secured to the top of the base-plate, a top plate secured to the channel-frame and extending upward, and an armrest secured to the top plate and to the upper portion'of the channel-frame.

2. In a sheet-metal car-seat, the end structure consisting of the combination of a baseplate, a channel-frame secured to the top of the base-plate, a top plate secured to the channelframe and extending upward, and two arm-rests secured to the top plate on opposite sides and also respectively secured to the top flanges of the channel-frame at each side of the top plate.

3. In a sheet-metal car-seat, the end structure consisting of the comblnatlon of a baseplate, a channel-frame secured to the top of the base-plate, a top plate secured to the channel-frame and extending upward, an arm-rest secured to the top plate and to the upper portion of the channel-frame and said arm-rest consisting of a slotted tubular portion F and two plates E E extending through the slot of the slotted tubular portion and held apart by spacing-studs.

4. In a sheet-metal car-scat, the end structure consisting of the combination of a baseplate, a channel-frame secured to the top of the base-plate, a top plate secured to the channel-frame and extending upward and having an inwardly-directed flange C, an arm-rest secured to the top plate and 'to the upper portion of the channel-frame, and an inclined seatrail secured to and projecting laterally from the slotted side of the channel-frame.

5. In a sheet-metal car-seat, the end structure consisting of the combination of a baseplate, a channel-frame secured to the top of the base-plate, a top plate secured to the channel-frame and extending upward, an arm-rest secured to the top plate and to the upper portion of the channel-frame, a front frame for receiving the front portion of the seat-cushion, an inclined seat-rail secured to and projecting laterallyfrom the slotted side of the channel-frame, and a seat-back cushion supported upon the top plate.

6. In a sheet-metal car-seat, the end structure consisting of the combination of a baseplate, a channel-frame secured to the top of the base-plate, a top plate secured to the channel-frame and extending upward, an arm-rest secured to' the top plate and to the upper portion of the channel-frame, a front frame for receiving the front portion ofthe seat-cushion, an inclined seat-rail secured to and projecting laterally from the slotted side of the channel-frame, a'seat-back cushion supported upon the top plate, a bar connecting the upper portion of the top plate to the wall of the car, an angle-bar connecting the lower part of the top plate with the wall of the car and adapted to support the seat-back cushion, and a locking device carried by the angle-bar to lock the seat-back cushion upon it.

7 In a sheet-metal car-seat, the end structure consisting of the combination of a baseplate, a channel-frame secured to the top of the base-plate, a top plate secured to the channel-frame and extending upward, an arm-rest secured to the top plate and to the upper por-v tion of the channel-frame, a front frame for receiving the front portion of the seat-cushion, an inclined seat-rail secured to and projecting laterally from the slotted side of the channel-frame, a seat-back cushion supported upon the top plate, a bar connecting the upper portion of the top plate to the wall of the car, an angle-bar connecting the lower part of the top plate with the wall .of the car and adapted to support the seat-back cushion, a locking device carried by the angle-bar to lock the seat-back cushion upon it, and a hook or locking device attached to the seat-back cushion and extending under and upwardly behind the bar connecting the upper part of the top plate of the car for holding the cushion against outward displacement.

8. In a sheet-metal car-seat, the end structure consisting of the combination of a baseplate, a channel-frame secured to the top of the base-plate, a top plate secured to the channel-fram'e and extending upward, an arm-rest secured to the top plate and to the upper portion of the channel-frame, a corner-casting Gr fitted upon the upper end of the top plate and a top rail extending from the wall of the car and fitted upon the upper end of the said corner-casting G.

9. In a sheet-metal car-seat, a base portion combined with asheet-metal top plate C provided with two inclined flanges C acting as supports for the seat-back cushions, arms secured to each of the flanges, and two removable cushions respectively resting against the flanges C. V

10. In a sheet-metal car-seat, a metallic lower portion combined with a top plate 0 secured to said metallic lowerportion and formed with inclined flanges C acting as supports for the seat-back cushion, metallic corner-pieces fitted to the upper end of the top plate, and a horizontal top rail extending from the wall of the car and connecting with the free end of the corner-pieces.

11. In a sheet-metal car-seat, the combination of the base-plates A and I, the channeliron seat-supporting frames D and D, and a cast-metal corner-leg B uniting the said plates at the corner of the seat.

12. In a sheet-metal car-seat, the combination of a flat sheet-metal base-plateA with a channel-iron frame D having the upper and lower flanges d and secured upon the baseplate A. I

13. In a sheet-metal car-seat, the combination of a flat sheet-metal base-plate A with a channel-iron frame D having the. upper and lower flanges (Z and secured upon the baseplate A, and suitable arm-rests extending upward from the upper flange of the frame D.

14:. In a sheet-metal car-seat, the combination of a fla'tsheet-metal base-plate A with a channel-iron frame D having the upper and lower flanges d and secured upon the base-plate A. a-suitable arm-rest extending upward from the upper flange of the frame D, and consisting of two metal plates E E bolted to the frame D and having upwardly-flanged upper edges and slotted tubular part F fitted over the lateral flanges of the plate C.

15. In a sheet-metal car-seat, an arm-rest consisting of two triangular sheet-metal plates E E secured together on two of their edges IIO and having the remaining edges outwardly flanged as at e, in combination with a slotted tubular part F fitted over the edges of said plates E and under the lateral flanges thereof. 16. In a sheet-metal car-seat, an arm-rest consisting of two triangular sheet-metal plates said plates E E at the proper distance apart.

17. In a sheet-metal car-seat structure, the front channel-frame D having the upper and lower flanges and the strengthening-ribs D combined With side seat-supports, and a seatcushion resting upon said supports and upon the upper flange of the channel-frame D.

18. In a sheet-metal ear-seat structure, the combination of the base-plates A and I the latter being bent at right angles to form the flange 1 parallel to the plate A, and the corner on leg casting B fitting over the front edges of the parts A and I.

In testimony of which invention 1 hereunto set my hand.

ED\YARI) G. BUDI). Witnesses:

R. M. HUNTER, R. M. KELLY. 

